Logging-stake.



No. 78,650. Patented Nov. [8. I902.

F. 0. KILGOR-E.

LOGGING STAKE.

QApplication filed June 20, 1901.)

(No Model.)

3 Sheets-Sheet 1.

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No. 78,650. Patented Nov. l8, I902.

F. 0. KILGORE.

- LOGGING STAKE.

(Application filed June 20, 1901.)

(No Mndel.) 3 Sheets-$heet 2.-

Patented Nov. I8, 1902'.

' F. 0. KILGDBE.

LOGGING STAKE. {Application filed June 20, 1901.)

3 Sheets-Sheet 3.-

(No Model.)

Map, a fig; .63 he Qflmww UlTED STATES PATENT OFFICE.

FREDERICK O. KILGORE, OF MINNEAPOLIS, MINNESOTA.

LOGGING-STAKE.

SPECIFICATION formingpart'of Letters Patent No. 713,650, dated November 18, 1902.

Application filed June 20, 1901. Serial No. 65.244. (No model.)

To all 1071,0111, it may concern:

Beit known that I, FREDERICK O. KILGORE, a citizen of the United States, residing at Minneapolis, in the county of Hennepin and State of Minnesota, have invented certain new and useful Improvements in Logging- Stakes; and I do hereby declare the following to bea full, clear, and exact description of the invention, such as will enable. others skilled in the art to whichit appertains to make and use the same.

My present invention relates to loggingstakes for logging-cars and to the means for securing and tripping the said stakes, and has for its object to improve the same in the several particulars hereinafter noted.

My invention consists of the novel devices and combinations of devices hereinafter described, and defined in the claims.

In the accompanying drawings, which illustrate my invention, like characters indicate like parts throughout the several views.

Figure 1 is a plan view with some parts broken away, showing the body of a car having my improvements attached thereto. Fig. 2 is an end elevation of the car-body, showing the stakes secured in an operative position. Fig. 3 is a similar View to Fig. 2, but shows one of the stakes dropped and another folded and shows also a portion of the car-truck and road-bed. Fig. 4 is a detail view in plan, showing positions of the combined stake securing and tripping device. Fig. 5 is a transverse vertical section on the line 00 00 of Fig. 4, showing also a portion of the car-body. Fig. 6 is a vertical section on the line 00 x of Fig. 4; and Fig. '7 is a horizontal section on the line m x of Fig. 5, some parts being broken away.

The numeral 1 indicates the body, and the numeral 2 one of the trucks of a flat-car. On the upper surface of the car-body is rigidly secured logsupporting bunks 3, each of which, as shown, is made up of a pair of laterally-spaced channel-beams suitably bolted to the said car-body. The log-stakes 4 are also shown as made up each of a pair of channel-beams secured back to back with their lower ends separated to form prongs. These pronged lower ends of the stakes 4 are hinged to the projecting ends of the bunks 3, by means of links 5, preferably arranged in pairs and pivoted to the said parts. The links 5 permit the stakes 4 when out of use to be turned inward and laid flat against the upper surfaces of the cooperating bunks 3. To permit the free ends of the stakes to overlap slightly when folded, one channel-beam of each stakeis preferablyshown cutshort, as best shown in Figs. 2 and 3. When the stakes are thrown into operative positions, either as shown in Fig. 2 or at the left in Fig. 3, the pivot-pins 5, which connect the swinging ends of the links 5 to the stakes 4, rest against stop-brackets 6, secured on the sides of the car-body.

The stakes at one side of the car are connected by chains 7to pins orbolts 8, extended through pairs ofthe channel-beams which make up the bunks 3, as best shown in Figs. 1 and 2. The stakes thus secured are adapted to be folded, as shown at the right in Fig. 3, but are not adapted to be dropped down, as shown at the left in Fig. 3. The stakes at the other side of the car are connected to chains 9, the inner ends of which are adapted to be detachably secured by a combined so curing and releasing device now to be described.

Loosely mounted in the beams of the bunks 3 and in bearing-brackets 10, bolted or otherwise rigidly secured on the top of the carbody 1, are counter-shafts 11, extended longitudinally of the car-body adjacent to the stakes 4, to which the chains 9 are connected. In the arrangement illustrated each shaft 11 controls two of the drop-stakes 4, and hence each shaft is provided with a pair of chainengaging hooks 12, afforded by suitable projections of blocks 13, keyed or otherwise rigidly secured on the said shaft. These hooks 12 are adapted to engage the links at the free ends of the chains 9, as shown in Figs. 4 and 6. Each shaft 11 is also provided with a retaining-lug or stop 14, shown as afforded by projections from a block 15, keyed or otherwise rigidly secured on the end of said shaft between the cooperating brackets 10. Each retaining-lug or stop 14 is formed to fit the surface of a cooperating roller 16, which is mounted between the free ends of a pair of laterally-spaced link-sections 17 by a pin 17. The lower ends of the link-sections 17 are pivoted to the brackets 10 by a heavy pin 18. The

upturned end of a horizontally and transversely extended trip-rod 19 is pivotally connected to the free ends of the links 17 by the pin 17*, as previously noted.

The extended end of the trip-rod 19 tenninates at one side of the car-body 1 and is pivoted to the upper end of a trip-lever 21, which trip-lever is in turn pivoted to a bracket 22, suit-ably secured on the side of the car. The

free end of the trip-lever 2l works betweenthe prongs of a bracket 23, suitably secured on the side of the car below the cooperating bracket 22. Working through one prong of said bracket 23 is a spring-pressed latch-bolt, which is adapted to hold the depending free end of said trip-lever 21, as shown in Figs. 5 and 7.

When the chains 9 are connected to the hooks 12, as shown in Figs. 1, 4:, and 5, the stakes 4, held thereby, will be supported, as shown in Fig. 2. The roller 16, carried by the links 17, by its engagement with the retaining-lug or stop 14: prevents rotation-of the shaft 11, and it should be here noted that the relation of the said roller to said lug and to its pivot 18 is such that said roller will maintain its engagement with said lug under the pressure put upon the same due to load strains thrown against the stakes. However, the said shaft 11 is positively locked when the triplever 21 is secured by the latch-pin 24:.

To release the drop members of the stakes 4 simultaneously, it is only necessary to draw outward the depending end of the trip-lever 21, thereby positively forcing the roller 16 out of engagement with the retaining-lug 14, and thereby releasing the shaft 11 and permitting the chain-hooks 12 to move far enough to disconnect themselves from the end links of the chains 9. By thus disconnecting the chains 9, rather than to permit the same simply to unwind, a very quick release is afforded and less strains and wear are put upon the parts.

The links which have been dropped must be reset, their chains 9 connected to the hooks 12, and the roller ends of the links 17 again engaged with the retaining-lug 14 either by the use of the hands or feet. The shaft 11 may, in fact, be turned back to its set position by engaging the block 15 with the foot.

The device above described has been put into actual use and has proved to be an extremely efiicient device for the purposes it has in view. The device is of course capable of considerable modification as to detail within the scope my invention.

What I claim, and desire to secure by Letters Patent of the United States, is as follows:

1. The combination with a car-body having transversely-extended bunks or log-supporting beams, of stakes hinged to said bunks at their lower ends, by pivotally-attached links having parallel pivots which permit the said stakes to be folded onto the tops of said bunks, substantially as described.

2. The combination with a car-body of a plurality of stakes hinged thereto, at their lower ends and provided with retaining-chains or flexible connections, a counter-shaft with hooks detachably engageable with the free ends of said retaining-chains, and means for securing and releasing said counter-shaft at will, substantially as described.

3. The combination with a car-body of a plurality of stakes hinged thereto at their lower ends and provided with retainingchains, a counter-shaft provided with chainhooks detachably engageable with the links at the free ends of said chains, a retaininglug on said counter-shaft, a pivoted retaininglink normally pressure-held in engagement with said lock-lug, and a connection to said retaining-link, for releasing the same from said lugs and simultaneously tripping said stakes, substantially as described.

4:. The combination with a car-body, of a plurality of stakes hinged thereto at their lower ends and provided with retainingchains, a counter-shaft provided with chainhooks detachably engageable with the links at the free ends of said chains, a retaining lug on said counter-shaft, a pivoted retaininglink provided with a roller which is normally pressure-held in engagement with said retaining-lug, and connections to said retaining-link for locking the same and for releasing the same, to simultaneously trip said stakes, substantially as described.

5. The combination with a car-body, of a plurality of stakes hinged thereto at their lower ends and provided with retainingchains, a counter-shaft provided with chainhooks detachably engageable with the links of the free ends of the said chains, a retaining-lug on said counter-shaft, a cooperating retaining-link engageable with said retaininglug, a pivoted trip-lever at one side of the car-body, a rod connecting said trip-lever to said retaining-link, and a latch for securing the said trip-leverin its locking position, substantially as described.

In testimony whereof I atfix my signature in presence of two witnesses.

FREDERICK KILGORE.

Witnesses:

ANNE S. READ, F. D. MERCHANT. 

